REOPENING WASHINGTON STREET INTERLOCKING? The latest iteration of commuter rail service from Kenosha to Milwaukee envisions a separate set of trains north of Kenosha.

In its latest form, the Kenosha-Racine-Milwaukee commuter rail line, or KRM Commuter Link, would offer more frequent service and more stops - but at a higher cost - than the version that emerged from a previous study in 2003. Passengers would have to change trains to continue into Illinois.

The project's steering committee is recommending KRM trains run 14 round trips each weekday, and seven on Saturdays, Sundays and holidays. With the aid of connecting buses and shuttles, workers could ride trains to and from their jobs, while others could use trains to reach colleges, shops, entertainment and festivals.

Trains would stop at downtown Milwaukee's Amtrak station; new stations on the south side (probably Bay View), Cudahy, South Milwaukee, Oak Creek, Caledonia and the Town of Somers; Racine's renovated train station; and Kenosha's Metra commuter train station. Some trains could continue to Waukegan, Ill.

Years ago, the Chicago and North Western offered at least seven trips each way calling at Waukegan, Kenosha, Racine, and Milwaukee in addition to the commuter service that ran trains as far as Kenosha with most trips turning at Waukegan or points south. But in those days, there was a third track as far north as Wilmette, and a second track north of Kenosha.

For years, the proposed rail line has been described as a Metra extension. But the new version would be a separate system connecting with Metra at Kenosha or Waukegan.

Metra, an Illinois governmental agency, has said it could not provide service to another state. The Union Pacific railroad pays for service between the state line and Kenosha because that is less expensive than building a new facility for trains to turn around at the border. And the South Shore line, from Chicago to South Bend, Ind., is largely funded by Indiana taxpayers and run as a separate system, in coordination with Metra.

The problem, however, is in finding the tax money to pay for this project.

Operating costs would run $14.7 million a year, with fares covering $3.8 million. The Virchow Krause & Co. consulting firm is studying nearly 20 options to pick up the remaining $10.9 million, ranging from sales, gas and property taxes to tax-incremental financing districts that would use tax growth from rising property values near stations.

Frederic Bastiat, call the Southeastern Wisconsin Regional Transit Authority.